Method for opening/closing an aircraft electric door for a pressurized airframe and door for implementing same

ABSTRACT

An aircraft electric door including a locking system for actuating a safety catch for locking the door, a system for moving the door between open and closed positions, and a single electric motor for actuating both the locking system and the system for moving the door.

CROSS REFERENCE TO RELATED APPLICATION

This application is a national stage entry of PCT/Ep2013/003429 filedNov. 14, 2013, under the International Convention claiming priority overFrench Patent Application No. 1260893 filed Nov. 16, 2012.

FIELD OF THE INVENTION

The invention relates to a method for opening/closing an aircraftelectric door for a pressurized airframe, together with an electric doorintended for implementing this method. This door can be a passengerdoor, a service door, a cargo door, in nominal or emergency use, or evenan emergency exit door.

BACKGROUND OF THE INVENTION

The opening of an aircraft door can generally be broken down intoseveral phases that succeed each other: unlocking and releasing thesafety catch, lifting, pivoting and disengaging the door along theexternal side of the aircraft fuselage. In particular, triggering thelifting phase can enable the ice that may be present on the externalside of the fuselage to be broken before continuing with opening thedoor through the pivoting and disengaging phases. For closing, thephases take place in the reverse order and according to inversekinematics.

In emergency situations, it is necessary to be able to trigger dooropening in a single operation. Due to operability constraints on airlinepersonnel, the opening or closing force on the door actuation handlemust be limited in normal utilization conditions and in emergencyconditions.

In particular, slight icing of the door (for example, of the order of2.5 mm thickness of ice on the fuselage) already causes openingdifficulties, which does not allow an emergency evacuation of passengersin the safety conditions required in the event of evacuation to beperformed. Heavy icing of the door (for example, of more than 6 mmthickness of ice) makes it difficult to open the door, whichnecessitates the intervention of several operators and causes a delay indisembarking the passengers.

The doors are therefore advantageously equipped with electric motorsthat will act to guarantee their opening through an appropriate supplyof power. These motors control actuators that guide the door accordingto pre-established kinematics, with a lifting phase to break the ice onthe exterior of the fuselage.

An aircraft electric door is known from the patent document EP 0 465785, whose opening and closing kinematics are implemented by a dozenelectric motors. These motors are digitally controlled to performdifferent functioning phases in a coordinated manner: pivoting, closingand locking, as well as the reverse functions.

The patent document U.S. Pat. No. 5,163,639 furthermore describes anaircraft electric passenger door equipped with two electric motors forcontrolling the operations: a motor for controlling the rotation of thedoor and a motor for controlling the means of opening/closing the door.

The electric door of the patent document EP 1 090 834 is also equippedwith two electric motors actuated by a control and management unit. Thisunit transmits control signals to a first motor to lock/unlock and tolift a door lifting and (un)locking arm, and to a second motor to pivotthe door and bring it to its final open position.

In critical emergency exit situations—fire risk, unsecured landing,serious technical problem—the door must be capable of releasing itselfautomatically from the fuselage after having actuated the handle. Thisactuation is generally provided by a pneumatic jack linked with a gassupply.

These solutions present major drawbacks with regard to safety,especially in cases of emergency opening, and more generally, withregard to the kinematics sequence. These problems are related to thecoordination complexity between the motors in performing the differentdoor opening/closing phases, and also to the presence of a pneumaticjack with its gas supply for activation in the event of an emergency.Moreover, breaking the external ice is not the subject of any specialtreatment in the motorized solutions.

SUMMARY OF THE INVENTION

The invention aims to remedy these drawbacks of the prior art byintegrating the activation of the different phases of releasing the doorand harmonizing its movements by means of a single electric motor,including the treatment of the external ice that may be present.

More precisely, the object of the present invention is a method foropening/closing an aircraft electric door for a pressurized airframe,passenger or service door, being driven by a single electric motorcontrolled by a door computer:

for opening the door, after disarming the toboggan, to successively linkthe sequential phases of unlocking, lifting and pivoting the door by:

unlocking the safety catch of the door by releasing locking means of alocking system;

electrically lifting the door with a door arm hinged on a vertical hingemounted on the door, and driven by the electric motor, with mechanicallyforced guidance along the vertical axis by preventing a horizontalrotational drive along the same axis;

releasing a horizontal guideway when the vertical guideway comes againstthe stop, then pivoting the door arm on a horizontal guideway along acylindrical surface of a vertical axis of rotation in order to disengagethe door along the external aircraft fuselage;

for closing the door, to rotate the door arm and the door in the reversedirection to that for opening, by horizontal guidance along thecylindrical surface, to stop the horizontal guidance for pivoting thedoor arm when this guidance comes to the stop, then of lowering the doorarm and the door 1, with mechanically forced guidance along the verticalaxis by preventing the rotational drive.

The door can be opened just as well from the exterior as from theinterior of the aircraft, after disarming the toboggan and unlocking thesafety catch, by lifting the door with the door arm then by rotating thedoor arm.

According to preferred implementations:

lifting is initiated by an accelerated phase using a lever formultiplying from a few millimeters to about ten millimeters thatproduces a sufficiently high force to break the ice that may have formedon the aircraft, between the perimeter of the door and the fuselage;

the door computer manages the movements of the door according to theinformation transmitted by all of the position sensors fitted oppositethe rotating parts equipped with roller bearing Hall effect tracks;

in the event of an emergency, the unlocking of the door safety catch istriggered in a single operation by actuating an internal handle, which,through detection of its movement, transmits an unlocking signal to thedoor computer.

The invention also relates to an aircraft electric door for apressurized airframe, namely a passenger or service door, comprising alocking system provided with means for locking a safety catch and asystem for coordinating door movements having a single electric motordriving a mobile cylindrical support having a vertical rotation axis,managed by a door computer, and a fixed guide, the mobile support andfixed guide being intended to control and coordinate the movement of thedoor arm. The support has at least one guideway linked with the arm,this guideway being at least partially helical along the vertical axisof the support. The door arm is capable of pivoting around a verticalhinge and is linked with door lifting means mounted between a shaft ofthe safety catch and the door arm. The fixed guide, likewise cylindricalwith a vertical axis, possesses at least one double, vertical andhorizontal, camway for guiding the arm successively in these twodirections, respectively to prevent it from lifting vertically and thento pivot it.

According to preferred embodiments:

at least one lifting slider is associated with a lifting ramp of thedoor in order to form at least one lever for multiplying the initiatingforce for lifting the door in order to break the ice that may haveformed on the aircraft, between the perimeter of the door and thefuselage;

a triggering device, internal or external to the aircraft, is capable ofactuating the unlocking of the safety catch, the triggering deviceincludes a handle (4) associated with a detection sensor (C1) fordetecting the end of travel of the handle (4) and a push-buttontriggering an electrical signal linked with the door computer;

position sensors are fitted opposite the rotating parts equipped withroller bearing Hall effect tracks and are linked with the door computerin order to transmit position information about these parts;

in the event of an emergency opening, only the internal handle iscapable of directly triggering the unlocking of the safety catch, thistriggering being provoked by a signal from a sensor situated at the endof travel of the handle;

a multiplying lifting lever is placed at each extremity of the safetycatch shaft;

the horizontal camway (9 h) of the fixed cam (9) is a raised edge of asupport in order to keep the door lifted and to prevent it fromlowering;

the means of locking the safety catch comprise locks mounted on a lockshaft and associated with counter-locks mounted on the safety catchshaft, the locking link between the locks and the counter-locks beingreleased by the triggering means;

the cylindrical support is a sleeve, rotationally mobile, comprising acamway formed from a helical portion, globally slanting, linked with aguiding slider coming from the door arm; and the sleeve is surrounded bya cylindrical cam support, forming the fixed guide having a double,vertical and horizontal, camway linked with the same guiding slider;

the mobile cylindrical support is a sleeve rotated by the motor via avertical column, this sleeve comprising a camway formed from a helicalportion, globally slanting, linked with a guiding slider coming from thedoor arm; and the fixed guide is constituted from a second sleevecoaxial with the first sleeve, forming the double, vertical andhorizontal, camway linked with a second guiding slider coming from thedoor arm via a hinge arm with the motor vertical column passing throughit;

the vertical column is driven by a reducing gear associated with theelectric motor;

the cylindrical support is a screw rod rotated by a back-geared motorvia a nut mounted on the rod, this threaded rod forming a helicalguideway; and the fixed guide is constituted from a guideway sleevecoaxial with the rod and a hinge plate coming from a fuselage fitting.This sleeve forms a camway, vertical and horizontal, linked with aguiding slider coming from the rod, and the hinge plate forms ahorizontal camway linked with another slider coming from the rod;

the threaded rod is a rod with balls and the nut is a nut with balls.

In this text, the term “slider” designates both a bearing part such as aroller, rotationally mobile as it moves in a camway or slide, and anon-rotating finger moving in translation in a camway or a slide. Theterm “motor” or electric motor includes the driving motors used in thefield, the motors associated with reducing gears and back-geared motors.

BRIEF DESCRIPTION OF THE DRAWINGS

Other data, characteristics and advantages of the present invention willemerge on reading the non-limited description that follows, withreference to the attached figures, which show, respectively:

FIG. 1, an overall view of the internal side of an aircraft doorequipped with an example of a system for coordinating door movementsaccording to the invention, implementing a set of door movement rollers;

FIG. 2, a perspective view of the locking system for the safety catch ofthe preceding example;

FIG. 3a shows a perspective front view of the locking system for thesafety catch of FIG. 2 in which the safety catch is unlocked but thesafety catch shaft remains in the “door closed” position;

FIG. 3b shows a perspective front view of the locking system for thesafety catch of FIG. 2 showing the roller vertically raised;

FIG. 3c shows a perspective front view of the locking system for thesafety catch of FIG. 2 showing the roller reaching the upper extremityof the camway;

FIG. 4a shows a side view of the door lifting lever and safety catchshowing the shaft in the locked position relative to safety catch ramps;

FIG. 4b shows a side view of the door lifting lever and the safety catchshaft showing the rollers and safety catch shaft unlocked;

FIG. 4c shows a side view of the door lifting lever and the safety catchshaft showing the door lifted to the upper position;

FIG. 5a shows a front perspective view of the door arm pivotingoperation when the door is in the upper position at the end of thelifting operation;

FIG. 5b shows the door arm pivoting operation when the door is in theclosed position;

FIG. 5c shows a partial sectional view of the door arm pivotingoperation showing a set of coaxial rollers;

FIG. 6a shows a perspective view from a first complementary viewingangle of the door in the closed position, the door being equipped with asecond example of a system for coordinating movements with two doormovement rollers;

FIG. 6b shows a perspective view from a second complementary viewingangle of the door in the closed position, the door being equipped with asecond example of a system for coordinating movements with two doormovement rollers;

FIG. 7a shows a perspective view along a first complementary viewingangle of the door in the intermediate lifting position, the door beingequipped with the second example of a system for coordinating movements;

FIG. 7b shows a perspective view along a first complementary viewingangle of the door in the intermediate lifting position, the door beingequipped with the second example of a system for coordinating movements;

FIGS. 8 to 10, perspective views of the door, respectively in the liftedposition, in the intermediate position during its horizontal pivotingrotation, and in the final open position after its horizontal pivotingrotation, the door being equipped with said second example of a systemfor coordinating movements;

FIG. 11, a perspective view of a third example of a system forcoordinating movement of an aircraft door having two rollers and a ballrod according to the invention, the door being in the closed position;

FIG. 12a shows, an overall view of the third example of a system forcoordinating movements, in the initial door closed position;

FIG. 12b shows a detailed perspective view of the third example of asystem for coordinating movements, in the initial door closed position;

FIG. 12c shows a vertical sectional view of the third example of asystem for coordinating movements, in the initial door closed position;

FIG. 13a shows an overall view of the third example in the doorready-to-lift position;

FIG. 13b shows a vertical sectional view of the third example in thedoor ready-to-lift position;

FIG. 14a shows an overall view of the third example in the door liftedto the upper position;

FIG. 14b shows a vertical sectional views of the third example in thedoor lifted to the upper position;

FIG. 15a shows a perspective view of the third example showing rotationaround the vertical axis, in order to pivot the door to the openposition; and

FIG. 15b shows a sectional view of the device of the third example.

DETAILED DESCRIPTION OF THE INVENTION

In all of this text, the qualifiers “vertical” and “horizontal” (andtheir derivatives), relative to the position of items in use, refer tothe direction of the Earth's gravity, in relation to land or on water,and to a plane perpendicular to this direction. Furthermore, identicalreference characters on the figures refer to the same items with thesame functions and the paragraphs that describe them.

With reference to FIG. 1, which illustrates an overall view of theinternal side 1 a of an example of an aircraft door 1 for passengersaccording to the invention, a single actuating electric motor 2 ismanaged by a digital control data processing unit 3, known by the name“door computer”. An internal locking handle 4 allows a locking system S4to be released. A sensor C1 is placed at the end of travel of the handle4 in order to directly trigger the starting of the motor 2 in the eventof an emergency opening. In normal conditions, this starting istriggered by a dual push-button B4 of the “on/off” (open/closed) type.

The electric door likewise comprises a system for coordinating movements110, vertical lifting movement and horizontal door pivoting movement.This system 110 comprises the single actuating electric motor 2, acylindrical sleeve 50 having a vertical rotation axis Z′Z, intended tobe rotated by the motor 2, and a fixed cam 9.

The electric motor 2 is likewise linked with a mobile cam 5 formed inthe cylindrical sleeve 50 having the vertical rotation axis Z′Z. Thismobile cam 5 is intended to perform the lifting of the door 1 and it'spivoting. It has a guideway, called the camway 51, of a door arm 6. Thearm 6 is hinged on a vertical hinge 61 mounted on the door 1, in orderto pivot the door 1 around the fuselage (see the description referringto FIGS. 5a and 5b ). The door arm 6 thus remains free in verticaltranslation along the axis Z′Z. In particular, during the flight phases,the arm 6 is not loaded by the weight of the door 1.

This arm 6 is furthermore linked, in axial rotation along the axis X′X,with a central linking lever 8, itself linked in axial rotation on asafety catch shaft 43.

A fixed cam 9 fitted in a cylindrical sleeve around the sleeve 50 of themobile cam 5 is likewise intended to guide the door arm 6 in twodirections. FIGS. 3a to 3c and 5a to 5c will more accurately illustratethese guideways in two directions.

Moreover, a set of guide links 102 is provided on the upper part of thedoor 1 in order to ensure circular translation when the door opens.

The perspective view of FIG. 2 is a detailed illustration of the lockingsystem S4 of the safety catch.

In this system, a lifting action (arrow F1) through 180 degrees of theinternal safety handle 4 (or the actuation of the push-button B4 ofFIG. 1) unlocks the safety catch consisting of the tight contact oflocks in the form of locking stops 41 of a lock shaft 42 againstcounter-locks 44 of the safety catch shaft 43. The shaft 43 is thenelectrically released from the stop 41 by rotation of the lock shaft 42.The shaft 43 is driven by the motor 2 actuated by the door computer 3(see FIG. 1).

The rotation of the shafts 42 and 43 is detected and electronicallymonitored by position sensors C2 and C3 (FIG. 1), respectively fittedopposite an extremity of the shafts 42 and 43. These sensors receive avariable induction emitted by Hall effect tracks integrated in the shaftbearings. The sensor C3 sends the angular position of the shafts 42 and43 to the door computer.

More generally, the computer manages the movements of the door accordingto the information transmitted by all of the position sensors fittedopposite the rotating parts, especially—in the illustratedexample—opposite the sensors of the shafts 42 and 43 and also that ofthe motor column (see below).

This figure also shows the linking lever 8 mounted to rotate axially ona lever roller 81 arranged in a fitting 62 linking with the door arm 6.

The lifting operation of the door arm 6, which starts door opening, isillustrated by the perspective views of FIGS. 3a to 3c . In thesefigures (and also in FIGS. 5a to 5c ), the door arm 6 appears astransparent in order to avoid masking the components situated behind.

The end of unlocking the safety catch 43, described above, transmits,via the door computer 3, a command to the electric motor 2 to rotate themobile cam 5 of vertical axis of rotation Z′Z. To do this, the angularposition of the lock shaft 42 is detected, for example by the Halleffect sensors of the lock shaft 42.

For this lifting operation, a traveler, presented in the example as aset 63 of coaxial rollers coming from the door arm 6, is positioned inthe helical and globally slanted camway 51 formed on the sleeve 50. Theroller 63 is likewise inscribed in a vertical guideway called the camway9 v of the fixed cam 9.

With reference to FIG. 3a , in which the safety catch is unlocked butthe safety catch shaft 43 remains in the “door closed” position, theroller 63 is simultaneously placed at the low extremity of the slantedcamway 51 and the vertical camway 9 v.

After actuation of the rotation of the cam 5 (arrow F2) by the electricmotor 2 and unlocking of the safety catch shaft 43 (see the laterpassage referring to FIG. 4b ), the roller 63 rises in the slantedcamway 51 of the mobile cam 5, and also in the vertical camway 9 v ofthe fixed cam 9 (see FIG. 3b ). This vertical camway 9 v being fixed,the roller 63 rises vertically in the direction Z′Z and, in this rise,drives the door arm 6, which therefore likewise rises vertically. Thelinking lever 8 is then axially rotated by the door arm 6, and releasesthe safety catch shaft 43 from its locked position.

The door arm 6 likewise drives a vertical lifting of the door 1, andthis lifting continues until the roller 63 (FIG. 3c ) reaches the upperextremity of the slanted camway 51 and that of the vertical camway 9 v.

Respectively at the same moments when the views of FIGS. 3a to 3c weretaken, FIGS. 4a to 4c illustrate more accurately, in side views in theframe 100 of the door 1, the rotation of safety catch levers 4 a placedat the extremities of the safety catch shaft 43 in the aim of unlockingthe safety catch shaft 43. In FIG. 4a , the shaft 43 is in the lockedposition relative to safety catch ramps 4 b and to unlocking rollers 40fitted on the safety catch levers 4 a. Unlocking the rollers 40 releasesthe safety catch shaft 43 (FIG. 4b ). The rotation of the linking lever8 then rotates the safety catch levers 4 a. In FIG. 4c , the door islifted to the upper position, this lift corresponding to that of thelinking fitting 62.

During this rotation, lifting rollers 7 a, mounted at the extremity ofthe safety catch shaft 43, bear against lifting ramps 7 b, which allowsa significant lifting force to develop, in order if it is necessary tobreak the ice covering the external skin of the aircraft (FIGS. 4b and4c ). The moment exerted by the short lever arm formed between therollers 7 a and the ramps 7 b supplies a large force, which, guided bythe lifting ramp 7 b, increases the lifting force: the door is raised bya few millimeters with a force sufficient to break, mainly by shearing,the ice localized between the perimeter of the door and the fuselage.

With reference to FIGS. 5a and 5b , which illustrate the pivotingoperation of the door 1, when the door 1 is in the upper position at theend of the lifting operation (as illustrated by FIG. 3c ), the cam 5continues to turn (arrow F2). The set of coaxial rollers 63, which abutthe extremity of the slanted camway 51, is no longer guided by thevertical camway 9 v. Driven by the sleeve 50, it turns with the latteraround the vertical axis Z′Z, while still bearing against a horizontalguideway, called the camway 9 h, of the cam 9. This rotation causes thedoor arm 6 to pivot around the hinge 61 of the door 1 (see FIG. 1) andmove forward towards the aircraft fuselage.

The partial sectional view of FIG. 5c more particularly illustrates theinstallation of the rollers 63 a and 63 b constituting the set 63. Therollers 63 a and 63 b are mounted coaxially on a single axle 6 x.

For door closing, the operations of door pivoting, door lowering, safetycatch locking and immobilizing, take place in the reverse order througha control of the motor 2 in inverse rotation and through closing theinternal safety handle 4 (FIG. 1).

A second embodiment of a system for coordinating door movements with twoseparate rollers is illustrated in FIGS. 6a to 10. FIGS. 6a and 6b showtwo complementary perspective views of this system 200 in the doorclosed position. These complementary views 6 a and 6 b, and also views 7a and 7 b described below, make it possible to illustrate the relativepositions of the rollers.

In this second embodiment, the camway sleeves are separate: thecoordination system 200 comprises a mobile cylindrical sleeve 501,mounted on the vertical column 20, which is rotated by the motor 2 via areducing gear 21, and a fixed cylindrical sleeve 91 coaxial with themobile sleeve 501 along the axis Z′Z. The rotation of the column 20 ismonitored by a Hall effect sensor C4 (FIG. 1), as are the lock shaft 42and the safety catch shaft 43.

The mobile sleeve 501 comprises a camway 511 formed from a helicalportion, globally slanted on the axis Z′Z, linked with a first doormovement guide roller 631 coming from the door arm 6.

The fixed sleeve 91, coaxial with the first sleeve 501, furthermoreforms a double camway 91 h and 91 v, respectively vertical andhorizontal, linked with a second door movement guide roller 632. Thissecond roller 632 comes from the door arm 6 via a lower yoke in which abore 601 has been made such that the vertical column 20 of the motor canpass through it.

The complementary perspective views of FIGS. 7a and 7b illustrate anintermediate lifting position of the door arm 6 (and therefore of theaircraft door). In FIG. 7a , the first roller 631 appears to moveforward in the slanted camway 511, this camway rotating around thevertical axis Z′Z. Because the second roller 632 is vertically guided inthe camway 91 v (FIG. 7b ), the first roller 631 can only move likewisein a vertical movement when it travels the slanted camway 511.

With reference to the perspective view of FIG. 8, the rollers 631 and632 are at the upper stops of the camways 511 and 91 v. The door arm 6(and therefore the aircraft door), is then in the upper liftingposition.

As illustrated by the perspective view of FIG. 9, the first roller 631is then driven in rotation around the axis Z′Z by the reducing gear 21via the mobile sleeve 501. In fact, the second roller is simultaneouslyguided through the horizontal camway 91 h, which extends as acontinuation of the vertical camway 91 v.

During this rotation, the door arm 6 pivots and FIG. 9 illustrates thearm 6 in the intermediate pivoted position. When the second roller 632has reached the stop of the horizontal camway 91 h (FIG. 10), the doorarm 6 has fully pivoted and the door is fully disengaged along theexternal skin of the fuselage.

A third embodiment of the system for coordinating movements of doorswith rollers and with ball rods is illustrated in FIGS. 11 to 15 b.

In the perspective view of FIG. 11, the system for coordinatingmovements 300 corresponds to the position of the door arm 6 when thedoor is closed. This coordination system 300 comprises a vertical rod23, forming a threaded rod 502 with balls, and a fixed guideway sleeve92 coaxial with the rod 23. The coordination system 300 rests onfittings 330 s and 330 i via cylindrical hinge plates: two upper hingeplates 331 a and 331 b linked with an upper fitting 330 s, anintermediate hinge plate 331 c and a lower hinge plate 331 d linked witha lower fitting 330 i. The sleeve 92, which is part of the lower fitting330 i, has the intermediate hinge plate 331 c as its base.

The rod 23, intended to be rotated by the back-geared motor 210, forms ahelical guideway 512 linked with a ball nut 633 for lifting the door arm6.

Also illustrated in FIG. 11 are the upper and lower hinge yokes 64 and65 for rotationally mounting the door arm 6 on the rod 23, and also anintermediate yoke 66. These yokes are mounted on guide rings (notillustrated).

With reference to the perspective and sectional views of FIGS. 12a to12c , which illustrate the door arm 6 in the initial door closedposition, the ball nut 633 appears to be mounted around the rod 502 ofthe rod 23. The nut and rod with balls assembly forms a rotation systemaround the rod 23 that is virtually devoid of any friction.

The fixed sleeve 92 of the intermediate fitting 331 c comprises avertical camway 92 v (FIGS. 12b and 12c ). This vertical camway 92 v isdevoted to a guide roller 634 mounted on a portion 24 a of a transverserod 24, consisting of two coaxial portions 24 a and 24 b, and integralwith the rod 23. This transverse rod 24 is made to lift the door arm 6vertically via the intermediate yoke 66. Another upper transverse rod25, mounted above the intermediate yoke 66 of the door arm 6, passesthrough the rod 23. This upper transverse rod 25 is terminated by tworollers 635 and 636 mounted to turn around this transverse rod 25.

After the back-geared motor has been triggered by the push-button B4 orby the sensor C1 (FIG. 1), the rod 23 is driven in translation in thedirection of lift (arrow F3) along the axis Z′Z, via the ball nut 633linked with the threaded rod 502 (FIG. 12a ). The perspective andsectional views of FIGS. 13a and 13b illustrate a position of the rod 23ready to lift the door arm 6.

From the initial door closed position (FIGS. 12a to 12c ) to theposition of the rod 23 ready to lift the door (FIGS. 13a and 13b ), therod 502 is mechanically prevented from rotating by the vertical guidanceimposed by the roller 634 moving in the vertical camway 92 v of thefixed sleeve 92. In the ready-to-lift position (FIGS. 13a and 13b ), thetransverse rod 24 has become embedded in the intermediate yoke 66 inorder to lift it vertically. The transverse rod 25 lifts with the rod23.

Such a vertical lifting of the door (still according to the arrow F3along the axis Z′Z), via the intermediate yoke 66 of the door arm 6,finishes at the door lifting position called upper. This position isillustrated by the perspective and sectional views of FIGS. 14a and 14b. At this stage, the roller 634 has exited the vertical camway 92 v ofthe fixed sleeve 92, and coaxially along the vertical axis Z′Z, theupper transverse rod 25 has become embedded in the upper hinge plate 331b.

With reference to the perspective and sectional views of FIGS. 15a and15b , the movement coordination system 300 is in the rotation phase forpivoting the arm 6 and opening the door along the external skin of theaircraft fuselage.

During this phase, the exit of the roller 634 from the vertical camway92 v (FIGS. 14a and 14b ) releases the rotational drive (arrow F4) ofthe rod 23 through the nut 633. Until then, this rotation wasmechanically prevented by the vertical camway 92 v. The rollers 635 and636 then move in a horizontal camway 92 h formed in the upper hingeplate 331 b (FIG. 15b ). The vertical translation along the axis Z′Z isthen blocked by the hinge plate 331 b. Furthermore, the lower transverserod 24 is likewise driven in horizontal rotation in a toric grooveprovided in the intermediate yoke 66.

The invention is not limited to the embodiment examples described andillustrated. A battery can therefore be provided to supply electricalenergy if the on-board network is no longer capable of supplyingelectrical current, especially in the event of an emergency. It is,moreover, possible to provide a substitute manual device to open thedoor if neither the on-board network nor the battery is capable ofsupplying electrical current. Such a device is not directly accessible,so that it cannot be deregulated, and is connected directly to the motoror back-geared motor.

The airborne vehicle is usually an aircraft, but it could be a cargoairplane and, more generally, any flying machine capable of transportingpassengers.

Several parallel camways can furthermore be formed on the sleeves, thesecamways and the corresponding sliders being vertically aligned in thevertical camway of the fixed cam.

The invention claimed is:
 1. An aircraft electric door for a pressurizedairframe (1) comprising: a locking system (S4) for actuating a safetycatch (43, 4 a, 4 b); a moving system for opening and closing the door(110, 200, 300); and a single electric motor (2, 21, 210) for actuatingboth the locking system and the moving system; the moving system isactivated by a door computer (3) and includes a cylindrical support (50,501, 502) and a fixed guide (9, 91, 92), the cylindrical support isrotated by the electric motor (2); wherein the support (50) has aguideway (51, 511, 512) linked to a door arm (6) of the door, theguideway (51, 511, 512) is partially helical along a vertical rotationaxis (Z′Z) of the support (50, 501, 502); wherein the door arm (6) issupported by and pivots around a vertical hinge (61) and is linked withdoor lifting devices (7 a, 7 b, 8, 62), the door lifting devices aremounted between a shaft of the safety catch (43) and the door arm (6);wherein the fixed guide (9, 91, 92) includes a vertical camway (9 v, 91v, 92 v) and a horizontal camway (9 h, 91 h, 92 h) to guide the door arm(6) as the door is moved by the single motor between an open positionand a closed position, the horizontal camway is configured to preventthe door arm (6) from being vertically lowered in at least one positionof the door arm between the open and closed positions of the door, andthe vertical camway is configured prevent the door arm (6) from pivotingin at least another position of the door arm between the open and closedpositions of the door; and wherein the cylindrical support is arotatable sleeve (50), the fixed guide surrounds the rotatable sleeve,and a pair of guiding sliders (63 a, 63 b) operatively link the verticaland horizontal camways to the guideway.
 2. The aircraft electric door asclaimed in claim 1, wherein the door lifting devices (7 a) areengageable with lifting ramps (7 b) for multiplying an initiating forcefor lifting the door (1).
 3. The aircraft electric door as claimed inclaim 2, wherein lifting levers (40) are placed at distal ends of thesafety catch shaft (43).
 4. The aircraft electric door as claimed inclaim 1, further including a triggering device for unlocking the safetycatch, the triggering device includes a handle (4) associated with asensor (C1) for detecting when the handle is in and end position and apush-button (B4) for sending an electrical signal to the door computer(3).
 5. The aircraft electric door as claimed in claim 4, wherein thesafety catch (43, 4 a, 4 b) comprises locks (41) mounted on a lock shaft(42), and the locks are engagable with counter-locks (44) mounted on thesafety catch shaft (43).
 6. The aircraft electric door as claimed inclaim 1, further including position sensors (C2, C3, C4) linked with thedoor computer (3).
 7. The aircraft electric door as claimed in claim 1,wherein the horizontal camway (9 h) of the fixed guide (9) is a raisededge of the fixed guide.